Internal-combustion-engine locomotive



March 1 1927. I

1,619,705 A. E. L. CHORLTON INTERNAL COMBUSTION ENGINE LOCOMOTIVE FiledFeb. 11, 1925. 7 Sheets-Sheet 1 T 5 l'nvenior March 1 1927. t

- A. E. L. CHORLTON INTERNAL. COMBUSTION ENGINE LOCOMOTIVE Filed Feb.11, 1925 7 Sheets-Sheet 2 March 1 192 7. 1,619,705

. A. E. L. CHORLTON INTERNAL COMBUSTION ENGINE LOGOMOTIVE F'il 1, 1925 7Sheets-Sheet 5 M rch 1 1927.

a A. E. L. CHORLTON INTERNAL COMBUSTION ENGINE LOCOMOTiVE 7 Sheets-Sheet4 Filed Feb. 11

mmcwr or? March 1 19,27.

A. E. L. CHORLTQN INTERNAL COMBUSTION ENGINE LOCOMOTIVE Filed Feb. 11

1925 7 Sheets-Sheet 5 March 1 1927. 1,619,705

A. E. L. CHORLTON INTERNAL COMBUSTION ENGINE LOCOMOTIVE- Filed Feb. 11-,1925 7 Sheets-Sheet 6 March 1 1927.

A. E. L. CHORLTON INTERNAL COMBUSTION ENGINE LOCOMOTIVE carry out theirwork and Patented Mar. 1, 1927.

ALAN ERNEST LEOFRIG CHORLTON, OF LONDON, ENGLAND.

INTERNAL-COMBUSTION-ENGINE LOCOMOTIVE.

Applicatiomfiled February 11, 1925, Serial No. 8,591, and in CanadaNovember 29, 1923.

This invention relates to rail locomotives propelled by internalcombustion engines of the heavy oil type.

' The primary object of the invention is to. provide such a combinationof driving and transmission elements as will enable locomotives of largepower to be constructed in such a manner that they will efficiently canbe controlled by a single crew.

A further object is so to arrange the locomotive that very high powercan be obtained with the desired flexibility of wheel base withoutexceeding the limits of size imposed by the loading gauge.

, Another object is to provide transmission elements which will enablethe locomotive to be driven in either direction at speeds variablewithin Wide limits and yet will be capable of withstanding the heavystrains resulting from the high power to be transmitted. Thus in apreferred arangement the two chief transmission elements are theepicyclic variable speed gear controlled by plate clutches and the bevelreversing mechanism which respectively form the subject of the presentapplicants prior applications for Letters Patent of the Uni ed States ofAmerica Serial No. 724,719fili$il7th July, 1924, and Serial No. 749,500filed 12th November, 1924. p

A still further object is to control the transmission elements in such amanner as to minimize risk of damage to the parts of the locomotive, andfor this purpose a fluid pressure control system such as is described inthe present applicants prior application for Letters Patent of.theUnited States of America Serial No. 657, filed 5th January, 1925, may beemployed.

Yet another object is to protect the driving and transmission systemfrom undue stresses due for example to overloads or sudden shocks bymeans for example of the device described in the present applicantsprior application for Letters Patent of the United States of AmericaSerial No. 752,748 filed28th November, 1924.

Another object is to combine all these elements together into a singlehigh power in- 't jdrnal combustion engine locomotive system wherein allthe parts are as far as possible protected from damage.

Still further objects will be apparent from the following description ofthe accompanymg drawings and from the appended claims. In thesedrawings,

Figure 1 is a diagrammatic general view of a preferred arrangement oflocomotive according to the invention,

Figure 2 is a section through a preferred form of epicyclic variablespeed gear,

Figure 3 is a section through a preferred form of bevel reversingmechanism,

Figures 4 and 5 are respectively a central section and an end view of aprotective device employed in the transmission system,

Figure 6is a general diagrammatic view of oneform of fluid pressurecontrol system,

Figure 7 is a section on the line 77 of part of Figure 6,

Fig. 8 is a central vertical section taken on the line 88 of Figure 10showing in detail certain control valves shown in Figures 11 and 12;

Fig. 9 is a front elevation of the mechanism shown in Figure 8;

Fig. 10 is a section taken on line 1010 of Figure 8; i

Fig. 11 is a section taken on line 1111 of Figure 8;

Fig. 12 is a section taken on'line 1212 of Figure 8, and

Figures 13 and 14 are views similar to Figure 1 of alternativearrangements by means of which higher power can be obtained.

With reference first to Figure 1 the 1000- I motive frame is indicatedin chain line at A. Within this frame is 'mounted an internal combustionengine A of the V-type operating on heavy oil. This engine A drives adriving shaft A? the other end of whichis connected to a protectivedevice indicated at B. This device B is illustrated in detaiLin F igures4 and 5 andwill be described fully with reference to those figures. Fromthe device B an intermediate shaft A leads to an epicyclic variablespeed gear contained within a casing C, which also contains a bevelreversing-mechanism. The gear and the reversing mechanism will bedescribed in detail with reference to Figures 2 and 3. The drive istransmitted through pinions forming part of the reversing mechanism andpinions D to gear wheels D mounted on a the controlling devices for thereversing mechanism) with reference to Figures 612. The main parts ofthe fluid pressure system are shown diagrammatically in Figure 1 andsuch parts are indicated by the same reference letters as are employedin Figure 6.

A preferred form of epicyclic variable I speed gear is illustrated inFigure 2 and comprises a driving member E mounted on I with. ports G inits wall.

the end of the shaft A a sun wheel E carried on a shaft E coaxial withthe shaft A an annulus E and planet pinions E rotatably mounted on asleeve E surrounding the shaft E the sleeve E car ing a bevel pinion Fwhich. forms the rivlng member of the bevel reversing mechanism.The'gear is mounted within the casing C which also contains thereversing mechanism. The gear is controlled from the fluid pressuresystem by means of four plate clutches G G Gr G, which serverespectively for clutching the annulus E to a fixed bracket E carried bythe casing C, the annulus E to the driving member E, the shaft E to thedriving member E, and the shaft E to a fixed bracket E" carried by thecasing C. Each of the clutches G G G G is controlled by means of aplunger Gr working within a cylinder G provided These orts G communicatewith a fluid chamber The two fluid chambers G for the clutches G'- and Gare disposed respectively in the fixed brackets E and E and aresuppliedwith theoperating fluid .through pipes C and 0*. The other twofluid chambers 8 for the clutches G G are disposed within the drivingmember E and are supplied with fluid respectively through passages G Gwithin this member. The two passages G G" communicate respectively withthe outer and lnner of two concentric passages G G within the shaft Athe other ends of these passages G: G being in communication throughports Gr G within two annular chambers E E inia fixed sleeve Esurrounding the shaft A Fluid is supplied tothe annular chambers E Erespectively from pipes C C. v

Thus when fluid is supplied under pressure through the pipes G C theclutches G Gr are caused to engage, and the gear is brou ht. into itsfirst "speed osition in which t e annulus E is held stationary and thesun wheel E is clutched to the driving member E. If the pressure on theclutches position the clutches G G are engaged by means of fluidsupplied through the pipes C so that the annulus E and the sun wheel E'are both clutched to the driving member E.

As has been mentioned the casing C which encloses thegear also containsthe bevel re:

versing mechanism. This mechanism, part. of which is shown on the righthand side of Figure 2, is illustrated in Figure 3, and comprises atransverseshaft'F' having two flanges F to each of which is secured bymeans of bolts F a bevel pinion F or F and a spur wheel F. The shaft Fis movable in the direction of its length and the two bevel pinions F Fare so spaced apart that either of them can be brought into engagementwith the bevel wheel F when the shaft is moved. In the position shownthe reversing mechanism is in its neutral position" in which neitherbevel pinion is in mesh with the wheel F. The spur wheels F serve totransmit the drive to the pinions D (Figure 1) and are made of suchwidth as to engage with these pinions throughout the axial movement ofthe shaft.

The mechanism for moving the shaft F axially comprises a sleeve F whichis connected to one end ofithe shaft by means of double thrust bearingsF and is held against rotation whilstyet being free to move axially withthe shaft. Thesleeve F is screwthreaded externally to engage with a nutmember F which carries a worm wheel F. The worm wheel F is operated bymeans of a worm H on a shaft H. Thus when the shaft H is rotated in onedirection it will cause the nut member F to rotate and thereby to movethe sleeve F and the shaft F axially so as to bring the bevel pinion Finto engagemenfiwith the bevel wheel F. This corresponds to the forwarddrive position. Similarly rotation of the shaft H in the other directionwill bring the mechanism into the reverse d rive position in which thebevel pinion F engages with the bevel wheel F.

Other constructions of variable speed gear and reversing mechanism maybe employed,

able shaft in the reversing mechanism greatly increase the strength ofthe system. It is desirable, however, to provide means for protectingthe transmission system from undue stresses resulting for example fromoverloads or sudden shocks and for this purpose a torque limiting deviceis included in the system. This device is indicated by the referenceletter B in Figure 1 and is shown in detail in Figures 4 and 5. Thedevice comprises two coaxial wheels K K which are connected together bysprings K and are mounted respectively on the driving shaft A and theintermediate shaft A which leads to the. variable speed gear. Mounted onspindles K journalled in the wheel K are a set of planet pinions K, asimilar set of planet pinions K being carried on spindles K journalledin the wheel K. Both sets of planet pinions K K mesh with a common sunwheel K which is freely rotatable on the hub K of the wheel K. A toothedannulus K meshes with the planet pinions K and is carried by a fixedbracket K whilst the other planet pinions K mesh with a second toothedannulus K carried by an arm K connected at its outer end by means of alink K to one arm of a lever K pivoted at K the other arm of this leverK serving to operate a valve B. It will be seen that variations in thetorque transmitted will'cause relative rotation between the wheels K K,which will in turn cause movement of the arm K owing to the differentialarrangement of the mechanism.

The valve B" controls a relief passage B in the fluid pressure systemand consists of a piston valve L provided with a series of ports L L L LL which register with ports L L in the containing cylinder B. The portsL L L L L are of varying sizes and register in turn with the ports L Las the valve is moved. The port L registers with the ports L L when thewheels K K are in their no-torque or zero position, this port being ofsuch a size as to allow only a partial relief of the fluid pressure.Thus when the locomotive is at rest the piston L will be in the positionshown and when it is desired to start the locomotive a certain amount offluid pressure is allowed to pass to operate the gear (in the manner tobe described later), this pressure being sufficient to cause a partialengagement of the plate clutches whilst a certain amount of slipping isallowed to occur between-the individual plates of the clutch. Thispartial engagement allows a relatively small amount of torque to betransmitted and this torque in turn causes a small amount of relativerotation betweenthe wheelsK'K, which will move the piston valve L untilthe port L is in register with the ports L L. This port L is of smallerdiameter than the port L and the fluid pressure is consequentlyrethrough the valve M ,altogether and the clutches are subjected to fullpressure. It will be seen that with this "arrangement the gradualprogressive engagement of the clutches is ensured. If thelocomotiveissubjected to an overload or a sudden shock WhlCh causes a suddenincrease in the torque beyond .a predetermined maxis mum value, thepiston valve L will move over until the port L registers with the portsL L. This port L is of full diameter and causes the complete relief ofthe fluid pressure in the system thereby disengaging any clutches of thegear which may be engaged and cutting out the gear. If on the other handthe torque is reversed due to the shaft A tending to drive the shaft Athe wheel K over-runs the wheel K, and if this reverse torque exceeds apredetermined limit the piston valve L willmove until the port L isbrought into register with the ports L L, thus again relieving the fluidpressure in the system and cutting out the gear.

The general arrangement of the fluid pres sure control systemillustrated in Figure 6 and also in part in Figure 1 will now bedescribed. A reciprocating pump M draws fluid from a supply tank Mthrough a pipe M and a suction valve M and delivers it under pressurepast a delivery valve M into a pipe M leading to a cylinder M whichforms part of a pressure regulating device. Within this cylinder M is aspring-controlled piston M which acts on a rod M con nected to thesuction valve M If the fluid pressure in the pipe M exceeds apredetermined value dependent upon the tension of the springscontrolling the piston M this piston will rise in its cylinder and willopen the suction valve M So long as the valve M is held open no fluidwill be delivered and the pressure in the pipe M will fall again, thuscausing the piston M? to return to its normal position and to allow thesuction valve M to close.

From the cylinder M the fluid is supplied under pressure through a pipeM to an in ternal passage N in a rotarv valve N rotatable within acasing N The pipe M has also three branch pipes 1W M M of which thefirst M leads to the valve B controled by the torque limiting device,whilst the other two M M lead to a valve device to be described. ater.The rotary valve N is provided with arecess N extending part of the wayround the valve, and the passage N and the recess N cooperate with portsN N in the casing N The valve N carries a toothed sector N engaging witha toothed rack N connected to a piston N which can move in a cylinder N.The rack N is also connected to some part of the mechanism (not shown)for actuating the locomotive brakes and occupies when the -brakes areapplied. In this position the pressure fluid is supplied through thepassage N to the port N, whilst when the brakes are released, the rack Nmoves to its uppermost position and rotates the valve )4 until the portN is opened through the recess N to the relief port N The port Ncommunicates with a pipe N which'leads to a device which prevents theflow of fluid through this pipe except when the locomotive is at rest.This device consists of a reciprocating pump 0 driven in accordance withthe road speed of the locomotive. The pump 0 draws fluid from thereservoir M through a pipe 0 and a suction valve 0 and delivers it pasta delivery valve 0 into a chamber 0 from which a by-pass passage 0 leadsback to the reservoir M. The pressure set up in the cham her 0 acts on apiston 0- moving in a cylinder 0 againstfthe action of a spring The pipeN leads to a port 0 der wall, this port being disposed opposite to anoutlet port 0 which communicates with a pipe 0 The piston 09 has anannular recess 0 which registers with the two ports 0 0 when thelocomotive is at rest.

Thus as soon as the locomotive starts to move the pump 0 will deliverfluid under pressure to the chamber 0, this pressure acting to raise thepiston O and cut off communication between the ports 0 0 fluid will leakslowly through the by-pass passage 0 and as the locomotive speedincreases the fluid will be forced at increasing velocity through thisbypass. The pressure of the spring 0 and the cross-section of theby-pass passage are such that even very slow motion of the locomotivewill be sufiicient to raise the piston O and to close the ports 0 -0When-the locomotive road speed falls the pressure in the chamber 0*g-worm H on a'" sh will also fall, until finally when the locomotivecomes practically to rest the recess '0- will opencommunication betweenthe ports 9 0 and will allow fluid to pass through ln'to. the pipe 0. iThe pipe 0, which has a branch pipe 0 6})" leading into the cylinder Nf,leads to an insnism. This mechanism as has been [scribed above isoperated by means of a for the reversing mechaterlocking device a H.This shaft H is ""f'tated by means of a hand wheel H either directlyasp-shown in Figure 6 or through the position shownin the cylin- 'Thefrom being released until the pressure with the screw'threaded end of arod H The rod H has three holes H H H one or another of which is adaptedto receive a locking pin P carried by a piston P which is moved in acylinder P against the action of a spring P by the pressure in a chamberP into which the pipe 0 opens. The rod H also carries a piston P whichcan move in a cylinder P and is held against rotation by means of a keyP" (see Figure 7 The piston P has three suitably disposed internalpassages P P 1?, one or another of which registers at one end with arecess P in the cylinder wall communicating with the chamber P. In theposition shown (which corresponds to reversing mechanism) register withthe recess the passage P is in P and its other end registers with theend of a pipe P When the piston P is moved to the right and the pin P isin the hole H the passage P connects the recess P with'a pipe P and acorresponding movement to the left brings the passage P into registerwith the recess P and the end of a pipe P These two positions correspondrespectively to theaterward' drive and the reverse drive positions ofthe reversing mechanism. The other ends of the pipes P 'P P arecontrolled by a reversing valve to be described later.

Thus if the reversing mechanism is in its neutral position and thelocomotive is at rest with the brakes applied, fluid is forced throughthe pipe 0 and will enter the chamber P, which is in communication withthe pipe P through the passage P". If the other end of this pipe P 'isclosed the fluid will raise the piston P in the cylinder P therebywithdrawing hole H with which it is in engagement. Therod H". is nowfree to move and the hand wheel H is rotated to bring the reversingmechanism into the forward (or reverse) drive position. This brings thehole H (or H) under the pin P and also the passage P (or P). intoregister with "the recess P and P By this time as will be explainedlater the other end of the pipe P (or P) has been opened to relief, andconsequently the pressure in the chamber P will be relieved and thepiston P will fall bringing the pin P into the hole H (or H).

It will be noticed that when fluid passes through the pipe 0 to raisethe piston P, it will also flow intothe cylinder N and will hold thepiston N in its lowermost '0- sition. This prevents the locomotive br esin the pipe 0 is relieved, i. e.'until the reversing mechanism has beenful y Op at d It will the neutral position of thethe pin P from the theend ofthe pipe P (or vided with two branch pipes the also be noticedthat fluid cannot pass into the pipe 0 to allow the operation of thereversing mechanism until the brakes have been applied (in order tobring the passage N into register with the port N) and unt1l locomotivehas come to rest.

Returning now to the fluid supply pipe M it will be remembered that thispipe is pro- M M.. These pipes lead to .a device which controls thesupply of fluid for the .operation of the variable speed gearautomatically in accordance with the road speed of the locomotive. Thisdevice comprises a stepped cylindrical valve casing Q, to the smallerand larger ends Q Q of which fluid is supplie'drespective- 1y throughthe two pipes M and M The casing Q also contains in its larger part fourports Q Q Q Q", of which the first'Q is a relief port whilst the otherthree Q Q Q are connected to pipes Q" Q Q which serve respectively forthe supply of fluid to the gear for the first speed position, the secondspeed position and the third speed or direct drive position. Within thetwo parts of the cylinder Q is a stepped piston R having an internalpassage R permanent- I in communication with the relief port Q Thelarger part of the piston is also provided with two annular recesses Rand R of which one R is permanently in communication with the internalpassage R, whilst the other R is open to the smaller end Q of thecylinder. The passage R communicates through an orifice R with the hlarger end Q of the cylinder and this orifice is controlled by a pilotvalve R the stem R of which is connected to one arm of the road s recessR and the port Q a crank lever R (see Figure 1). The other arm of thecrank lever B, collar R shaft of engages with the of a centrifugalgovernor R the which is driven in accordance with ee'd of the locomotiveby means for examp e of gearing R driven from a Thus so long as thepilot valve R keeps the orifice R closed the iston R will remain in itsend position {as shown) owing to the differential action of thepressures in the two ends of the cylinder Q. In this position thepressure fluid can flow through the into the pipe Q, which correspondsto the first speed position v of the gear. If now' the road speedincreases,

the governor R acts on the crank lever R" and withdraws the pilot valveR a short distance. This opens the orifice R and relieves the pressurein the larger part Q of the cylinder, so that the piston-R will movealong the cylinder under the action of the pressure in, the smallerpartQ until the ori fice is again closed or very nearly closed by the pilotvalve. A balance of pressures acting ,on the two sides of the pistonwill existwhe'n the orifice R is slightly open, the small leak through afixed cover plate S through this orifice being just suflicient tocounteract the normal difference of pressures on the two sides of thepiston. Thus as the locomotive speed increases the piston R will followthe pilot valve R and will open in turn the ports Q Q which correspondto the second speed and direct drive positions of the gear, the twoports not open to the pressure fluid from the smaller end of thecylinder at any moment being in communication with the relief port QA.;.decrease in road speed will cause the pilot valve to close theorifice R and the difference in pressures will move the iston back againuntil the balance is restored? This device thus provides an automaticcontrol of the supplyof pressure fluid to the gear, and acts inconjunction with a handoperated distributing valve to control the speedchanges in the gear. This distributing valve is combined into a singleunit with the reversin valve above referred to, and is illustrateg indetail in Figures 8- 12 now to be described. Figures 8 and 9 arerespectively a'central section and a plan of the two valves, and Figures10, 11 and 12 are horizontal sections on the lines 10-10, 111l and '1212respectively of Figure 8. For sake of clearness of description the planeof section in Figure 8 is bentand follows the lines 88 shown in Figures10, 11 and'12.

The reversing valve will first be described. This valve comprises arotary valve member S disposed within a cylindrical casing S.

e casing contains three ports S 3 S which are in communicationrespectively with the three pipes P P P and the valve member S has apassage S Which registers atone end with one or another of the ports S SS*. At the other end the passage S opens into a recess. S in the valvemember, this recess being always in communication with a passage S inthe casing. ThlS passage S is permanently in communi cation with arelief port as will be described" later. The valve member S projects forthe cylinder SEand carries at its end a reversing hand lever S by meansof which the member S is rotated. This lever S is provided with aspring-controlled detent S which engages in one or another of threenotches S S S in the edge of the cover plate S according to whether thevalve member S is in its forward drive position, its neutral position orits reverse drive position. The valve member S also carries on the sideopposite to the hand lever S? a flatplate S havin two holes S S Theseholes are provi ed for the purpose of interlocking the reversingleverwith the gear lever as will be described later.

The distributing valve comprises a ro-, tary valve member '1 disposedwithin a cyllndrical casing U which is formed inte al with the casing Sof the reversing va ve. The valve member T and the casing U are providedwith a number of passages and ports arranged in three parallel planes,sections through these planes being shown respectively in Figures 10, 11and 12. The casing U contains eight ports of which four 2 U U the planeof Figure 10 are connected to the four pipes C O C C leading to theplate clutches of the gear, the port U being extended laterally 'asshown at U in Figure 10. The fifth port U is a reliefport and isdisposed in the plane of Figure 12, whilst the remaining three ports U UU in the plane of Figure lQ communicate respectively with the threepipes Q, Q Q, leading from the valve device Q. From the ports U U U Ulongitudinal passages U U U- U lead to four more ports U U U U", ofwhich one U is disposed in the plane of Figure 12 whilst the other threeU? U U" are disposed in theplane of Figure 11.

.the ports U? U" U The rotary valve member T is provided in the plane ofFigure10 with three radial passages T T T, of which the first T isadapted, to register with one or another of U whilst the other tworegister selectively with the ports U U U U according to the position ofthe valve member. .The valve member is also provided in the plane ofFigure 11 with three recesses T T T, and in the plane of Figure 12 witha recess T and a passage T one end of which "opens into the recess T".The recess T- is permanently open to .the relief port U and is of such alength as to register with the passage S from the reversing valve. Therecesses T T T are all .connected with the recess T by longitudinalpassa es '1 T T (the last opening into. the end of the passage T?instead of directly into the recess T In the neutral position shown thepassage T does not register with any of the pressure fluid supply portsU U U, and the four delivery ports U U U U are all open to- I reliefrespectively through the passages U U1; T6 T11 T8 T7 U6, U11 U15 T4 T9T7 U6, U Um-TfU, U U T T T T U. When the valve member is rotated onestep counterclockwise, the passages come into, a position correspondingto the first speed position of the ear. The supply port U" is nowconnecte through. the passages T T T withthe delivery ports U U, theconnections from these two orts to the relief port U being broken whi stthe ports U U are still opcnto relief. In the second spee position thesupply port U is connected to the delivery ports U (the former throughthe extension U and the relief connections to these two ports arebroken,

5 whilst a fresh connection to relief for. the ports U U is establishedrespectively by S or the hole the recess T registering with the port Uand by the passage T registering with the port II. In the direct driveposition the supply port U is' connected to the delivery ports U U theports U U being both open to relief through the recess T The valvemember T projects through "a fixed cover plate V on the casing U andcarries a plate V on which is mounted a hand lever V Thisgear lever Vcarries a spring-pressed dctent indicated at V and arranged in a mannersimilar to the detent S in the re-.

versing lever S, the detcnt V engaging in one or another of four notchesV V V V in the edge of the cover plate V and thereby holding the member;T securely in its four operative positions as described above.

-A mechanicak1 interlock is provided between the gear ever V and thereversing lever S". This consists of a pin V passing through a hole V inthe cover plate V and pressed byv a spring V towards the plate S carriedby the reversing lever S". This pin 8 is in such a position that, whenthe reversing lever is moved into its forward drive position or itsreverse drive position, the s ring V will force the pin into the hole Sso that the reversing lever will be locked in its position. The pin V isof such a length that when it engages in one or another of the holes SS, its upper end'is just clear of the lower surface of theplate V sothat this plate is free to be rotated. When however the pin V is not inone of the holes S S its lower end rests on the surface of the plate Sand its upper end then projectscinto a hole V in the plate V, thuslocking the gear lever in position. The hole V is so disposed that whenlocked the gear lever is in its neutral position. An additional handlever V is provided for the purpose of lifting the pin V out of the holeS (or S) when it is desired to operate the reversing lever. This lever Vis pivoted at V to the cover plate V and carries a collar V surroundingthe pin V this collar.engaging with a small pi'0jectien V on the pin VIt will be seen that this interlocking mechanism prevents the gear leverfrom being moved from its neutral position except when the reversinglever is in one or another of its two driving positions, and alsoprevents the reversing lever from being operated except when the earleVeris in its neutral position.

Throug iout thevdescii ption of the control system various ports andpipes have been referred to as relief ports and pipes, as ample theports or pipes B N Q These pipes are shown in the drawings as openendedpipes, but it will be understood that they are all connected to a pipe Mleading into the fluid supply reservoir M. y

The whole system is shown in the position occupied when the locomotiveis at rest. When it is desired to start up, the first step is for ex--to operate the reversing mechanism into its forward or reverse driveposition. This is effected by moving the reversing lever S round to thedesired position, when the pin V will be pressed down into the hole S orS so as to release the gear lever V The movement of the reversing leverbrings the reversing valve member S into such a posi tion that the pipeP (or P) is opened to relief through the passage S the end of the pipe Pbeing closed. Since the brakes are still applied and the locomotive isat rest, pressure fluid is being forced through to the pipe 0 andconsequently as soon as the pipe P is closed the piston P will be raisedthereby withdrawing the pin P from the hole H". The hand wheel H is nowrotated to bring the reversing mechanism into the desired drivingposition, and this brings the hole H (or H) under the pin P and also thepassage P (or 1 into register with .the recess P and the end of the pipeP (or P). Since this pipeis now open to relief owing to the operation ofthe reversing valve, the piston P will fall, the pin P falling into thehole H (or H) and locking the reversing mechanism. At the same timepressure is relieved from thecylinder N, so that the driver is now freeto release his brakes.

After the brakes have been released the gear lever V is moved over intoits first speedpos'ition. Since the pipe Q is open'to the fluid supplywhen the piston R is in its vice will move to their zero position andpartially relieve the pressure in the fluid system. The driver must nowreduce the speed of the engine (by means for example of an acceleratorpedal) to the value appropriate for the change into second gear. Themovement of the piston R and the gear lever V has also opened the fluidsupply passages to the clutches Gr G and consequently these clutcheswill be partiallyengaged, some slipping being allowed to occur. By thetime that the engine speed has been reduced to the desired value thewheels K K of the torque limiting device will have reached their normalrunning po- 80 sition with the relief passage closed. Full pressure isnow applied to the clutches (i G4 and the locomotive is now running insecond gear.

The driver must move the gear lever V into the direct drive position,when the locomotive road speed reach-es the value at which the piston Rcloses the portQ and opens the port Q. This will transfer the supply ofpressure fluid from the clutches G G to the clutches G G and the changeof gear will be effected in a manner similar to that already describedfor the change from first gear to second gear.

If the driver fails to move the gear lever V when the speed reaches theappropriate value for the change either into second gear or into directdrive, the movement of the piston R will relieve the pressure on thezero position, the movement of the-gem lever" ClIltChBS in engagementand Will cut out the .V opens the fluid supply passages to the fluidpressure is partially relieved through the port L, but the pressure ofthe fluid is still suflicient to cause a partial engagement of theclutches G G a certain amount of slipping occurring-betweenthe plates ofthe clutches. The locomotive consequently begins to move and the .torquebuilds up, so that the wheels K K of the torque limiting device moverelatively to one another and finally close the relief passage. Fullpressure is nowapplied to'the'clutches G G and the locomotive is nowrunning in first gear. The driver must now watch his speed indicator andas soon as the locomotive road speed reaches a predetermined value(which corresponds to the value at which the piston R closes the port Qand opens the port Q he must move the gear lever V over to the secondspeed position. The movement either of the piston R orof the gear alever V- will relieve the supply of pressure to the clutches G Gr andwill thus cut out the wheels K K of the torque limiting degear. Thelocomotive road speed will then gradually fall until the appropriatefluid supply passages are again opened by the movement of the piston Rand the locomotive will then gradually come into gear again. The driverwill then have another opportunity of efi'ecting the desired gear changewhen the speed again reaches the valge at which the change should havebeen ma If on the other hand the driver moves the gear lever too soon,i. e. before the piston R has moved far enough to open the next port, itwill be impossible to effect the change (unless the locomotive happensto be running" down bill so that its road speed will increase to the:desired value while the gear is cut out) and the gear lever must bemoved back to its previous position and kept there until the appropriatespeed has been reached.

When the locomotive is running, say, in direct drive and its loadincreases, as for example when going uphill, the road speed will fall.If the speed falls 'iar enough for the piston R to close the port Q, andto open the port Q the driver must move the gear lever V back to t esecond gear position. This will first of a1 cut out the gear and causethe wheels of the torque limiting device to assume their no-torqueposition, thus that the locking pin V partially relieving the fluidpressure in the newl opened suppl passages to the clutches G The partiaengagement and consequent slipping of these clutches will continue untilthe engine speed has been raised "relative to the road, speed to thevalue appropriate to second gear. A change down to first gear will beeffected in a. similar man ner.

If when running in direct drive it is desired to stop the locomotivewithout passing through the intermediate gears, the driver moves hisgear lever right back to the neu-' tral position. This completelyremoves the pressure on all the clutches and the locomotive willgradually come to rest.

If it is desired to reverse the locomotive, the gear lever V must bebrought to its neutral-position and the brakes must be applied. The handlever V must now be raisedso is withdrawn from the hole S and passesinto the hole V,

l the reversing lever S then being moved round to its reverse driveposition. When the hand lever V is released the pin V will now be forcedinto-the hole S so as to lock the reversing lever against furthermotion. This movement of the reversing lever has the effect of closingthe end of the pipe P and opening the pipe P to relief. The applicationof the brakes has meanwhile brought the pistonN into its lower position(as shown) in the c linder N v and has also rotated the valve so thatthe pipe N is o n to the fluid supply through the passage rest the fluidwill flow through to the pipe 0 and since the far end of the pipe P isclosed the pressure will raise the piston P and withdraw the pin P fromthe hole H The reversing mechanism can now be adjusted into the reversedrive position by rotating the hand wheel H When the adjustment iscompleted the passage P in the piston P connects the pipe P with thechamber P, and since the end of the pipe P is open to relief, thepressure in the chamber 1? will be relieved and the piston P will fall,the pin P assing into the hole H and thus locking t l'ie reversingmecha-. nism in its new position. At the same time the'pressure in thecylinder N will berelieved and it is therefore possible to release thebrakes andto start upthe locomotive in the reverse direction in themanner above mechanism into the neutral position is e fected in asimilar manner, but it is to be noted that when this adjustment is madethe locking pin V will remain in the hole V and will thus lock the gearlever V in its neutral position.

It should be mentioned that during any adjaistment of thereversing'me'chanism, the torque limiting device will be in itsno-torque When the locomotive comes to position, since the gear is cutout and the pressure in' the system will therefore be partiallyrelieved. The arrangement is however such that this reduced pressure isquite sufiicient to operate the piston P.

The operation ofthetorque limiting device and its action in cutting outthe gear when the torque exceeds a predetermined maximum or when thetorque is reversed and the reverse torque exceeds a predetermined valuehas already been described. It will be appreciated that the cprovisionof this device and the various interlocks in the control system togetherwith the employment of slipping plate clutches in the gear minimizes therlsk of damage to the parts of the transmission system.

To enable higher power to be obtained the transmission system of'thelocomotive may be duplicated. Such an arrangement is illustrated inFigure 13, which is aidiagrammatic view similar to Figure 1 but in whichtheinternal combustion engine is. disposed centrally within thelocomotive frame and has a complete transmission system at each end. Thearrangement ofthe transmission system at the right hand end is identicalwith that already described with reference to Figure 1 and the samereference letters are employed, only those parts which differ fromFigure 1 being described.

Inthis arrangement the engine A has a second driving shaft A at the endremote from the shaft A This shaft A leads to a second torque limitingdevice B from which a shaft A leads to a second epicyclic gear containedwithin a casing C which also contains a bevel reversing mechanism. Thedrive from the reversing mechanism is transmitted through gearing D andconnecting rods D;to sets of driving wheels D coupled together bcoupling rods D1. The arrangement of'a l the elements of thetransmission system on the lefthand side of the figure is identical withthat on the right hand side.

The two transmissionmechanisms. are simultaneously controlled by thesame fluid pressure system. For this purpose the only modigcationnecessary to the fluid system is the uplication of certain of the pipes.Thus for the control of the gear contained within the casing C fourpipes C C C C are provided, these four pipes branching respectively fromthe four pipes C C C C which control the gear in the casing C, so thatwhen for example fluidis supplied through the pipes C C for theactuation of the clutches G G, fluid will simultaneously flow throughthe pipes C and will actuate the corresponding clutches of the secondgear. v

For the control of the second reversing mechanism the shaft H isextended beyond the worm H and carries a second worm H which controlsthe second reversing mecha- 'nism in exactly the same manner as the wormH controlsthe first. Thus rotation of the hand Wheel 1-1 willsimultaneously adjust both reversing mechanisms.

The second torque limiting device B serves to actuate a valve B whichcontrols a relief passage B branches from the pipe M Thus if eithertorque limiting device comes into action it will relieve the pressure inthe Whole fluid system.

Figure 14 shows an arrangement in which, to obtain higher power and yetkeep the size of the locomotive within relatively small limits, thelocomotive is divided up into two units each having an internalcombustion engine and a complete transmission system.-

As far as the internal combustion engines and the transmission systemsare concerned, each unit is constructed and'arran'ged exactly in themanner described with reference to Figure 1 and the same referenceletters are employed for the right-hand unit as in that figure.

The left hand unit comprises a frame A" within which is mounted aninternal combustion engine A drivmg a shaft A which.

in turn drives through a torque limiting-device B a shaft A leading to agear contained within a casing 0 which also contains a reversingmechanism. The drive from the reversing mechanism is transmitted to aset of coupled track wheels D by mechanism exactly corresponding to thatdescribed with reference to Figure 1. The "nternal combustion engine Aand the -w ole.

transmission svstem are exactly similarto those employed in the righthand unit and therefore also to those employed in the ar rangement shownin Figure 1.

The two transmission systems are simultaneously controlled bv a singlefluid pres sure system contained in the right hand unit, and (except forthe duplication of certain pipes) this fluid pressure system isidentical with that shown in Figure 1. Thus the four -pipes C C C' G areprovided respectively with branch pipes C C C C which control the gearcontained within the casing C, so that the two gears are similarly andsimultaneously controlled. The shaft H is extended beyond the worm H andcarries at its end a worm H controlling the bevel reversing mechanismcontained within the casing C, so that the two reversing mec anisms willbe simultaneously actuated. The torque limiting device B actuates avalve-B controlling a relief pipe B branched from the pipe M",-so thatwhen either torque limiting device comes into action the pressure in thewhole fluid system is relieved.

It will be understood that the particular arrangements described havebeen-given by way of example only and that modifications may be madewith 1. An internal combustion engine locomotive, comprising an internalcombustion engine of the heavy oil type, an epicyclic vanable speedgear, a plurality of plate clutches operative to control the gear ratioof the variable speed gear, a bevel reversing mechanism so connected tothe gear that the full range of speeds of the gear is available eitherin the forward or in-the reverse direction of;v motion, a set of coupledtrack wheels, means for transmitting the drive from the internalcombustion engine through the variable speed gear and the reversingmechanism to the track wheels, and a fluid pressure system forcontrolling the plate clutches of the gear.

2. An internal combustion engine locomotive, comprising an internalcombustion engine of the heavy oil type, a plurality of epicyclicvariable speed gears, plate clutches controlling the gear ratio of eachgear, a bevel reversing mechanism associated with each gear, a set ofcoupled track wheels associated with each gear, means for transmittingthe drive from the internal combustion engine to each set of coupledtrack Wheels through its variable speed gear and its reversingmechanism, and a fluid pressure systern for simultaneously controllmgthe plate clutches of all the gears.

bustion engines of the heavy oil type, at least one epicyclic variablespeed gear connected to each engine, plate clutches controlling the gearratio of each gear, a bevel reversing mechanism associated with eachgear, a set of coupled track wheels associated with each gear, means fordriving each set of coupled track' wheels from an internal combustionengine through its variable speed gear and its reversing mechanism, anda fluid ously contro the gears.

4. An internal combustion engine locomotive including in combination aplurality of locomotive units, each unit comprising an internalcombustion engine of the heavy oil We clutches controlling the gearratio of each gear, a bevel reversing mechanism, a set of coupled trackwheels, and means for transmitting the drive from the internalcombustion engine to the track wheels through the variable speed gearand the reversing mechamsm, and a fluid pressure system forsimultaneously controlllng the plateclutches of all the variable speedgears.

5. An-ineernal combustion engine locomoling the plate clutches of all anepicyclic variable speed gear, plateno pressure system forsimultanetive, comprising an internal combustion engine of the heavy oiltype, an epicyclic variable speed gear, a plurality of plate clutchesoperative to control the gear ratio of the variable speed gear, a bevelreversing mechanism, a set of coupled track wheels, means fortransmitting the drive from the internal combustion engine through thevariable speed gear and the reversing mechanism to the track wheels, afluid pressure system for controlling the plate clutches of the gear,and means whereby the fluid pressure system is controlled partly by handand partly automatically in accordance with the road speed of thelocomotive.

6. An internal combustion engine locomotive, comprising an internalcombustion engine of the heavy oil type, an epicyclic variable speedgear, a,plurality of plate clutches operative to control the gear ratioof the variable speed gear, a bevel reversing mechamsm, a set of coupledtrack wheels, means for transmitting the drive from the internalcombustion engine through the variable speed gear and the reversingmechanism to the track wheels, a fluid pressure operated device forcontrolling the plate clutches of the gear, a controlling device for therevers- 1ng mechanism, and means for interlocking the two controllingdevices with one another whereby the reversing mechanism cannot beoperated except when the gear is in its neutral position and the gearcannot be adjusted from its neutral position except when the reversingmechanism is in one or other of its operative driving positions.

7. An internal combustion engine locomotive comprising an internalcombustion engine of the heavy oil type, an epicyclic variable speedgear, a plurality of plate clutches operative to control the gear ratioof the varlable speed gear, a fluid pressure system for controlling theplate clutches, means for transmitting the drive from the engine to thegear, a set of coupled track wheels, a bevel wheel driven by the gear,atransverse shaft, two bevel pinions fixed rigidly on the transverseshaft and so positioned that either of them can bebrought intoengagement with the bevel wheel, means for mov- 1ng the transverse shaftaxially, and means for transmitting the drive from the transverse shaftto the track wheels.

8. An internal combustion enginelocomot1 ve, comprising an internalcombustion engine of the heavy oil type, an epicylic variable speedgear, a plurality of plate clutches operative to control the gearratioof the variable speed gear, a bevel reversing mechanism, a set ofcoupled track wheels, means for transmitting the drive from the internalcombustion engine through the variable speed gear and the reversingmechanism to v.thetrack wheels, a fluid pressure system for controllinglthe plate clutches of the gear,

9. An internal combustion engine locomotive, comprising an internalcombustion engine of the heavy oil type, an epicyclic variable speedgear, a plurality of plate clutches operative to control the gear ratioof the vaable speed gear, a fluid pressure system for controlling theplate clutches, means for transmitting the drive from the engine to thegear, a set of coupled track wheels, a bevel wheel driven by the gear, atransverse shaft, two bevel pinions fixed rigidly on the transverseshaft and so positioned that either of them can be brought intoengagementwith the bevel wheel, means for transmitting the drive fromthe transverse shaft to the track wheels, worm gearing by means of whichthe transverse shaft can be moved axially, a hand-wheel for actuatingthe worm gearing, and fluid pressure operated means for locking the handwheel except when the locomotive is at rest,

"10. An internal combustion engine locomotive, comprising an internalcombustion engine of the heavy oil type, an epicyclic variable speedgear, a plurality of plate clutches operative to control the gear ratioof the variable speed gear, a bevel reversing mechanism, a set ofcoupled track wheels, means for transmitting the drive from the internalcombustion engine through the variable speed gear and the reversingmechanism to the track wheels, a fluid pressure system for controllingthe plate clutches of the gear. a hand lever for controlling the supplyof pressure fluid to the plate clutches, a controlling device for thereversing mechanism, fluid pressureoperated locking means for thiscontrolling device,- a hand lever for controlling the supply of pressurefluid to the locking means, and means for interlocking the two handlevers with one another whereby the reversing mechanism is lockedagainst operation except when the gear is in its neutral position andthe gear cannot be adjusted from its neutral position except when thereversing mechanism is locked in one or an other of its operativedriving positions.

11. An internal combustion engine locomotive, comprising an internalcombustion engine of the heavy oil type, an epicyclic variable speedgear, a plurality of plate clutches operative to control the gear ratioof the variable speed gear, a bevel reversing mechanism. a set ofcoupled track wheels, means for transmitting the drix e from theinternal combustion engines through the variable speed gear and thereversing mechanism to the track wheels, a fluid pressure system forcontrolling the plate clutches of with the road speed of the locomotive,a control valve actuated by the governor, aiid a hand operateddistributing valve which opcrates in conjunction with the control valveto control the fluid pressure system.

12. An internal combustion engine locomotive, including in combinationan internal combustion engine of the heavy oil type,

a transniission unit, a set of coupled track wheels, a driving shaftthrough which power is supplied from the engine to the transmissionunit, and means for transmitting power from the transmission unit to thetrack wheels, the transmission unit comprising a casing, an epicyclicvariable speed gear mounted within the casing and driven" from thedriving shaft, plate clutches operative on the elements gear ratiothereof, a bevel wheel mounted on the driven element of the gear and twobevel pinions adapted selectively to engage with the bevel wheel andconstituting therewith a reversing mechanism contained within thecasing.

13. An internal combustion engine locomotive including in combination aninternal combustion engine of the heavy oil type, an epicyclic variablespeed gear, a bevel reversing mechanism, a set of coupled track wheels,a driving shaft through which power is supplied from the engine to theear, and means for transmitting .power rom the driven element of thegear through the reversing mechanism to the track wheels, the' gearcomprising a loose sun wheel, a loose internally toothed annulus, a setof planet pin ions meshing with the sun wheel and the annulus, a drivenelement carrying the planet pinions, and four plate clutches operativeto control the gear ratio of the gear, two of these clutches beingoperative respectively 1 to couple the annulus and the sun wheel to thedriving shaft whilst the other two .are operatiive respectively to holdthe annulus and the sun wheelagainst rotation.

14. An internal combustion engine locomotive including in combination aninternal combustion'engine of the heavy oil-type, a driving shaftthrough which power is supplied therefrom, an epicyclic variable speedgear train comprising a loose sun wheel, a loose internally toothedannulus, and a set of planet pinions meshing with the sun wheel and theannulus, a driven member carrying the planet pinions of the gear, a"bevel reversing mechanism comprising a bevel wheel mounted on the drivenmember of the gear, a transverse shaft movable in the direction of itsaxis, and two bevel pinions rigidly fixed on the transverse shaft andadapted to engage selectively with the bevel wheel, a fixed casingcontaining the gear and the reversing mechanism,

v four plate clutches contained within the casing and the operative-tocontrol the gear ratio of the gear these clutches when operatedrespectively plied therefrom,

ofthe gear to control the acting to couple the sun wheel to the drivingshaft, the annulus to the driving shaft, the sun wheel to the fixedcasing and the annulus to the fixed casing, a fluid pressure system forselectively controlling the four plate clutches, the drivefrom thetransverse shaft of the reversing mechanism to the track wheels.

15. An internal combustion engine locomotive including in combination aninternal combustion engine of the heavy oil type, a driving shaftthrough which power is supan epicyclic variable speed gear traincomprising a loose sun wheel, a loose internally toothed annulus, and aset of planet pinions meshing with the sun wheel and the annulus, adriven member carrying the planet pinions of the gear, a bevel reversingmechanism, means for transmitting the drive from the driven member ofthe gear through the reversin mechanism to the track wheels, four plate0 utches operative to control-the gear ratio of the gear, two of theseclutches being operative respec tively to couple, the annulus and thesun wheel to the driving shaft whilst the other two are operativerespectively to hold the annulus and the sun wheel against rotation, afluid pressure system for operating the plate clutches, and ahand-operated distributing valve supply of pressure fluid from thesystem to the four plate clutches. I

16. An internal combustion engine locomotive including in combination aninternal combustion engine of the heavy oil type, a

driving shaft through which power is supplied therefrom, an epicyclicvariable speed gear train comprising a loose sun wheel, a looseinternally toothed annulus, and a set of planet'pinions meshing with'thesun wheel and the'annulus, a driven member carrying theplanet pinions ofthe gear, a bevel reversing mechanism, means for transmitting the drivefrom the driven. member of the gear through the reversing mechanism: tothe track wheels, four plate clutches operative to control the gearratio of the gear two of these clutches being operative respectively tocouple the annulus and the sun wheel to the driving shaft whilst theother two are operative respectively to hold the annulus and the sunwheel against rotation, a fluid pressure system for selectivelyoperating the four plate clutches, and means whereby the supply of.pressure fluid to the clutches is controlled matically in accordance ofthe locomotive.

17. An internal combustion engine locomotive including-in combination aninternal combustion engine of the heavy oiltype, adriving shaft throughwhich power is supplied from the engine, a casing, an epicyclic variablespeed gear mounted within the with the road speed partly by hand andpartly autofor selectively controlling the v through the gear and thereversing mechai which power casing and driven from the driving shaft,plate clutches operative on the elements of the gear to control the gearratio thereof, a bevel wheel mounted on the driven element of the gear,two bevel pinions adapted selectively to engage with the bevel wheel andconstituting therewith a reversing mechanism contained within thecasing, a transverse shaft to which the two bevel pinions are rigidlyfixed, a hand-operated device for moving the transverse shaft in thedirection of its axis whereby either of the bevel pinions can be broughtinto engagement with the bevel wheel, fluid pressure operated lockingmeans for this device, a hand lever for controlling the supply ofpressurefluid to the locking means, a fluid pressure system forcontrolling the plate clutches of the gear, a hand lever for controllingthe supplyof pressure fluid to the plate clutches, means forinterlocking the two hand levers with one another, a set of coupledtrack wheels, and means for transmitting the drive from the transverseshaft to the track wheels.

18. An-internal combustion engine loco motive, comprising an internalcombustion engine of the'heavy oil type, a variable speed gear, a fluidpressure system for controlling the gear ratio of the gear, a reversingmechanism, a set of coupled tra'ckwheels, means for transmitting thedrive from the engine nism to the track wheels, a device connected toone member of the transmission system comprising two parts betweeg whichrelative movement is produced by variationsjn the torque transmittedthrough the member to which the. device is connected, and means wherebysuch relative movement is caused to control the fluid pressure system.

19. An internal combustion engine locomotive comprising an internalcombustion engine of the heavy oil type, an epicyclic variable speedgear, a driving shaft through from the engine is supplied to the gear, aplurality of plate clutches operative to control the gear ratio of thevariable speed gear, a fluid pressure system for selectively controllingthe plate clutches of the gear, a bevel reversing mechanism, a set ofcoupled track wheels, means for transmitting the drive from the gearthrough the reversing mechanism to the" track wheels, a device connectedto the driving shaft comprising two flexibly connected parts betweenwhich relative movement is produced by variations in the torquetransmitted through the shaft, and meanswhereby such relative movementis caused to vary the pressure in the fluid pressure system.

20. An internal combustion engine locomotive including in combination aninternzilcombustion engine of the heavy oil type, a variable speed gear,a dilVlIlg shaft through which power is supplied from the operateddistributing valve which op in conjunction with the control valve toconversing mechanisms, and means engine to the gear this shaft beingdivided into two parts, a fluid pressure system for controlling the gearratio. of the gear, a reversing mechanism, a set of coupled trackwheels, means for.transmitting the drive from the gearthrough thereversingmechanism to the track wheels, a device forming an operativedriving connection between the two parts of the driving shaft and'comprising two coaxial wheels carried respectively by these two partsand a spring connection between 'the two wheels, differential mechanismoperated in accordance with the relative movement between the twowheels, and means whereby the differential mechanism is caused tocontrol the fluid pressure system. 21. An internal combustion enginelocomotive, comprising an internal combustion engine of the heavy oiltype, an epicyclic variable speed gear, a plurality of plate clutchesoperative'to control the gearratio of the variable speed gear, a bevelreversing mechanism, a set of coupled track wheels,

means for transmitting the drive from the internal combustion enginethrough the variable speed gear and the nism to/the track wheels, 'afluid pressure system for controlling the plate clutches of the gear, agovernor driven in accordance with the road speed of the locomotive, acontrol valve actuated by the governor, a handcrates trol the fluidpressure system, a device connected to one member of the transmissionsystem comprising two flexibly connected parts between. which relativemovement is produced by variations in the torque transmitted through themember to which the device is connected, and means whereby such relativemovement is caused to control the pressure in the fluid pressuresystem.'

22. An internal combustion engine lo comotive, comprising an internalcombustion engine of the heavy oil type, a plurality of e-picyclicvariable speed gears, plate clutches controlling the gear ratio of eachgear, a beve reversing mechanism associated with each gear, a set ofcoupled track wheels associated with each gear, means for transmittingthe drive from the internal combustion engine to each set of coupledtrack wheels through its variable speed gear and its reversingmechanism, a fluid pressure system for simultaneously controlling the.plate clutches of all the gears, a hand-operated device forsimultaneously actuating all the reforfllockiug this actuating deviceexcept when the locomotive is at rest.

23. An internal combustion engine locomotive, comprising aniuternalcombustion en ine of the heavy oil type, a plurality of epicyclicvariable speed gears, plate clutches controlling the gear ratio of eachgear, a

reversing mechabevel reversing mechanism associated with each gear, aset of coupled track wheels associated with each gear, means fortransmitting the drive from the internal combustion engine to each setof coupled track wheels through. its variable speed gear and its reversing mechanism, a fluid pressure system for simultaneouslycontrolling the plate clutches of all the gears, and means whereby thefluid pressure system is controlled partly by hand and partlyautomatically in" accordance with the road speed.

24. An internal combustion enginej -locomotive, comprising an internalcombustion engine of the heavy oil type, a plurality of epicyclicvariable speed gears, plate clutches controlling the gear ratio of eachgear, a bevel reversing mechanism associated with each gear, a set ofcoupled track wheels as sociatedawith each gear, means for transmittingthe drive from the internal combustion engineto each set ofcoupledtrack, wheels through its variable speed gear and its reversingmechanism, a fluid pressure system for simultaneously controlling theplate clutches of all the gears, a governor driven in accordance withthe road speed of the 10- comotive, a control valve actuated by the,.governor, a distributing valve which operates in conjunction with thecontrol valve to control the fluid pressure system, a hand lever foractuating the distributing valve, a

' device for simultaneously actuating all the an internal combustionengine of th reversing mechanisms, fluid pressure operated locking meansfor this actuating device, a hand lever for controlling the supply ofpressure fluid to the locking means, and means for interlocking the twohand levers with one another.

25. An internal combustion engine locomotive, including in combination aplurality of locomotive units, each unit-comprising an internalcombustion engine of the heavy oil type, an epicyclic variable speedgear plate clutches controlling the gear ratio oi each gear, a bevelreversing mechanism, a

set of coupled track wheels, and means for transmitting the drive fromthe internal combustion :engine to the track wheels through the variablespeed gear and the reversing mechanism, a fluid pressure system forsimultaneously controlling the plate clutches of all the variable speedgears, a

governor driven in accordance with the road speed of the locomotive, acontrol valve actuated by the governor, and a hand-.actwateddistributing valve which operates in conjunction with the control valveto control the fluid pressure "system.

26. An internal combustion engine locomotive including in combination aplurality of locomotive units, each unit comprising heavy oi'F-type, anepicyclic variable speed gear,

. plate clutches controlling the gear ratio of each gear, a bevelreversing mechanism, a set of coupled track wheels, and means fortransmitting the drive from the internal combustion engine to the trackwheels through the variable speed gear and the reversing mechanism, afluid ressure sy..- tem for simultaneously control ing the plateclutches of all the variable speed gears, a distributing valve forcontrolling the fluid pressure system, a hand lever .for actuating thedistributing valve, a device for simultaneously actuating all thereversing mechanisms, 'fiuid pressure operated locking means for thisactuating device, a hand lever for controlling the supply of pressurefluid tothe locking means, and means for mterlocking the two hand leverswith one another. 7

27. An internal combustion engine locomotive including in combination aplurality of locomotive units, each unit comprising an internalcombustion engine of the heavy oil type, a variable speed gear, adriving shaft through which power is supplied from the engine to thegear, a reversing mechanism, a set of coupled track wheels, means fortransmitting the drive from the gear through the reversing mechanism tothe track wheels,

is caused to control the fluid pressure system.

28. An internal combustion engine locomotive, comprising an internalcombustion engine of the heavy oil type, avariable s eed gear, means fortransmitting the drive rom ;the engine to the gear, -a set of coupledtrack wheels, a bevel wheel driven by the gear, a transverse shaft, twobevel plnions fixed rigidly 'on the transverse shaft and so positionedthat either of them can be brought into engagement with the bevel.

wheel, means for transmitting the drive from the transverse shaft to thetrack wheels, worm gearing by means of which the transverse shaft can bemoved axially, a hand-wheel for actuating the worm gearing, acontrolling device for locking the handwheel against operation, a devicefor controlling the gear ratio of the variable speed gear, and means forinterlocking the two controlling devices with one another.

29.- An internal combustion engine locomotive, comprising an internalcombustion engine of the heavy oil type, a variable speed gear, meansfor transmitting the drive from the engine to the-gear, a set of coupledtrack wheels, a bevel wheel driven by the gear, a transverse shaft, twobevel pin-

